Fluid-pressure brake



Mar. 5, 1929. F. H. PARKE FLUID PRESSURE BRAKE Filed July 31, 1925 FREDERIO H;PARKE MW ATTORNEY 1 coupled together.

Patented Mar. 5, 1929 UNITED.- STATES PATENT OFFICE.

'rannnmc H. PARKE, or nnonwoon rmmsnvm'assmnoa TO rm?- WESTING- nousn AIR BRAKE company, or wnmnrmme, rmmsnvmm; A conrommon or PENNSYLVANIA.

, rLuID-PnEssURE BRAKE.

Application filed m a1, 1925. s rial m. 41,179.

This invention relates to fluid pressure brakes and more particularly to a brake equipment for locomotives adapted to be 1 In the use of locomotives and more particularly electric locomotives it has been proposed to couple, to a main locomotive, additional power generating cabs, which are adapted to be controlled fromthe regular locomotive cab. In such cases, the brakes are controlled by manipulation of the brake valve device on the main locomotive cab and when a standard combined automatic and straight. air brake equipment is employed,

an automatic brake application may be effected on-the additional cab by operation of theusual brake valve device on the main locomotive, but when a straight air application is efiected on the locomotive, there is no provision for operating the brakes on the additional cab. 7

. One object of my invention is to provide means whereby the brakes on two or more locomotives may be controlled from one 10- comotive, either by straight air or automatically. Y

Other ob'ects and advantages will appear from the ollowing more detailed. descrip- In the accompanying'drawing'; Fig. 1 is a diagrammatic view, of a brake equipment for 'a'main locomotive with my invention applied thereto; Fig. 2 a vertical section of a charging valve device employed on the additional cab; and Fig. 3 a diagrammatic View, partly in section, of a brake equipment for an auxiliary power generating 10- comotive, with my invention applied there- While I have shown my invention as applied to a main locomotive and an auxiliary power generating locomotive cab, it will be understood that it may be applied equally well to connected locomotives equipped with standard automatic and equipments. v

- According/to the specific application-of straight air brake my invention, as shown in the drawing, the,

3 equipment on the main locomotive may comprise the usual brake valve device 1, a distributing valve device 2 of the type used in connection with the well known E T 10- comotive brake equipment, a brake cylinder 3, and. a main reservoir 4; The equipment on the auxiliary comprise a distributing valve .device 5 of the same type as on the main locomotive, a cut-off valve device 6 associated with a reservoir 7 a charging valve reservoir 9 and a brake cylinder 10.

The distributing valve device 5 includes the usual equalizing slide valve 11 and an application piston 12 contained in ap lication cylinder 13. The cut-off valve evice 6 may comprise a casing having a piston chamber 14 containing a piston 15, which is adapted to operate a slide valve 16 contained in valve chamber 17.

The charging valve device .8, as more clearly shown in Fig. 2, ma comprise a casing containing a flexible iaphragm 18 of the piston, is adapted to operate a valve 25 for controlling communication from a' chamber 26 to a chamber 27, said valve being normally held seated by a spring 28.

According to my through which fluid under pressure is supplied to the brake cylinder 3 of the distributing valve device 2 on the main locomotive, is connected through a flexible hose connection 38 to the seat of slide valve 16 ofcut-ofi' valve device 6 0n the auxiliary locomotive cab, and when piston 15 of valve device 6 is maintained in its normal innermost position, said pipe is connected, through a cavity 39 in slide valve 16, to a pipe and passage 40 leadin to the seat of equalizing slide valve 11, sai pipe 40 being also connected to passage 41 leading to application cylinder 13. A choke plug is interposed in the pipe 36 on the main locomotive, having a restricted port 37, so that in case of a break-in-two, the loss of fluid through pipe 36 will not be sufficient to prevent maintaining the pressure in the brake cylinder 3 on the main locomotive.

In operation, fluid under ressure from the mam reservoir-4 flows rom pipes 29 and 30 on the main locomotive through a flexible hose connection between the locomopower generating cab may device 8, a

invention, the p1pe36, I

by operation tives to passage 2'7 where it acts to unseat valve '25, so that fluid under pressure is supplied to chamber 26 and pipe 30'a-nd thence toreservoir 9, charging the same.

Fluid under pressure 1s supplied pipe 30"t hroi igh pipe 31 to diaphragm chami be'nQO of the charging 'val've" device 8 and when the pressureof fluid in main reservoir,

4 and consequently in chamber of charg ing valve device 8 has reached :a'predeten mined degree, preferably somewhat less than the standard niain reservoir pressure carried I stem 24 is operated to shift valve to itsin the system, for example '85 pounds, said pressureis suflicient to overcome the pressureexerted on the opposite side of the diaphragm- 18 by 'spring 19, so that Sttldldltber 22 actsto shift piston 23 so that piston open :position, thereby permitting the reservoir '9 to ;be charged to the iull pressure carried in the reservoir 4. If the pressure in pipe 30 should be reduced from any f cause, such as a-burst hose or a break-in-two,

the pressure in pipe 31 andchamber 2O wnl also; be reduced below the degree for which spring 19 is adjusted, and the diaphragm 18 will therefore bemoved so as to seat pin "valve 2l. The fluid'under pressure in 131$- tonchamber 22 then escapes througha port 42 in piston 23,- thereby" permitting the spring 28 to seat valve 25 and prevent-the escapee-f fluid'from reservoir 9.

The brake pipe 32 ischarged inthe usual way and fluid therefrom flows/through branch pipes 83 and 3 1to distributing valve devices 2 and Fluid also flows through branch pipe 8 i'to piston chamber 14 of cutoff-"valve device 6, from whence itflows through "feed groove 35 to valve chamber-17 and thence to reservoir 7, charging the same. With the fluid pressures on OPPOSltd-SlClflSQf the piston 15 equalized, the plston 1s mamtaincd in normalpositionby spring \Vhen it is desired to effect an automatic service application of the brakes, the brake pipe pressure is reduced in the 'usualway, thereby actuating the distributing valve de-.

vices '2 and '5 to supply fluid under pressure to brake cylindersg and 10 inthe usual way. The reduction in brake pipe pressure als'o'tunctions to permit the higher pressure in reservoir 7 and valve chamber 1'6, actingon the opposite side of piston 15 of valve device 6', to shift said piston and consequently slide valve 16 to a position blanking the pipe 36 at the slidevalve seat, so that fluid under pressure supplied to brake cylinder 3 is prevented from flowing through @pipe 40 to distributing valve clevicei'x; 7

When it is desired toefiect a straight'air application of the brakes, the brake valve device lis operated .to sup ly fluid under pressure directly to the application cylinder of the distributing'valve device 2, thereby actuating the application piston of said disiltllbllllll'lg valv'edevice to supplyfluid under pressure f om'main reservoir 4 to the brake cyl nder ntheusu'alfway. 3

The fluid,under'pressure so supplied to brake cylinderxBffiows. through pipe 86, restrictionfi'l, flexible hose connection 38 to cut-o1l-valve=device 6, 'and since during the straight air application the brake pipe'will lee-"charged to the normal degree of pressure, the piston-l5 will be maintained in its innermost position and consequently slide valve 16 will be in the position inf'which pipe 36 is connected through cavity 39 with pipe 410, so that fluid under pressure will flow through said pipes and passage 41 to application cylinder 13.

The pressure of'fluid so supplied to application cylinder 13 actuatespiston12 and attached slidevalves (not shown) to supply fluid underlpressure from reservoir. 9"to brake cylinder 10in the usual way. 7

The restriction at 37lprovided, so thatin casethe locomotives should be broken apart, the distributing valve device QWill be able to maintain a. sulflcientamount-of fluid under pressure in the brake cylinder 3 toapply the brakes, even though pipe 36 isopen to the atmosphere at-hose connection 38. A restriction is also provided at'43 in ,pipe 30, so that ingcase of aibreak-in two the fluid under-pressure in main reservoir 4: will be maintained by the compressor against said restr cted opening to atmosphere;

Tlie zcut-offiv'alve' device 6 also functions in case of abreak-in-two, to cut o'ffpipe 40 from pipe 236 1 so that the fluid under :pressuresupplied to application cylinder 13, during the automatic sbrake application,"

which necessarily follows a break-intwo, will be prevented from escaping to atmosphere through the broken connection inpipe It will now be evident thatbyimeans oi my invention the brakeson tw'oilocomotives may be controlled, either automatically or by straight air, by manipulation of 'the brake valve device on one locomotive, and

that means are also provided according to myinvention'to prevent the loss of brakes on either locomotive in case of a break-intwor V Having now described my invention, what Iclaim as new and desire to seeure'by Letters Patent, is s v 1.-In a fluid pres'surebrake, thecombin'ation with a -brake equipment including a brake cylinder on one vehicle, afbrake equipm'ent including a brakecylinder on another vehicle, and a pipe for supplying fluid from the first brake cy1inder to 'the second vehicle for effecting an application of the brakes on the second vehlcle, of means operating upon a break-in-two for cutting off communication through said pipe.

2. In a fluid pressure brake, the combination with a brake equipment including a brake cylinder on one vehicle, a brake uipment on another vehicle including a piston operated by an increase in fluid pressure for effecting an application of the brakes, and a pipe connecting said brake cylinder with said piston, of means operating upon a break-in-two for cutting ofi communlcation through said pipe.

3. In a fluid pressure brake, the combination with a brake pi e, a brake equipment on one vehicle inclu ing a brake cylinder, a brake equipment on another vehicle including means operated by an increase in fluid pressure for effecting an application of the brakes, and a pipe for connecting said brake cylinder to said means, of means operated upon a reduction in brake pipe pressure for cutting off communication through said connecting pipe.

'4. In a fluid pressure brake, the combination with a brake equipment on one vehicle inclu ment on another vehicle including a reservoir, and a pipe for supplying fluid under pressure from the first reservoir to the second reservoir of means for prevent the supply of fluid through said pipe un tfi pressure in the first reservoir has been increased to a predetermined degree.

5. In a fluid ressure brake, the combination with a bra e equipment on one vehicle including a brake c linder, a brake equipment on another ve 'cle including a valve device having an application piston subject to the pressure'of an application cylinder, and a pipe connecting said brake cylinder with said application cylinder, of a brake pipe and a va ve device operated upon a rea reservoir adapted to be charged. with fluid under pressure, a brake equipthe duction in brake pipe pressure for cutting V ofi communication from said application cylinder through said connecting pipe.

In testimony whereof I have hereunto set my hand.

FREDERIC H. PARKE. 

